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BMW 1600 or the BMW 02 series
The other night Bobby and I were watching a re-run of the BBC serial Primevil, think you would call it a sci-fi serial, very gripping stuff, one of the scenes was filmed in a Car Breakers yard, I nearly had tears in my eyes watching BMW’s being dropped into the crusher, they appeared to have so many useable parts, boot lids, doors, bonnets wheels, there seemed to be no obvious dismantling, once they have gone that is it.
As a company BMW went through some difficult financial periods, having survived the second world war, with much of the factory taken by the Allies, apparently the little 700 was the saviour of the company despite BMW’s management being embarrassed by the car.
The other saviour of sorts was the Bubble Car, if you are not old enough to remember they were great fun, quirky, easy to park, just ideal for city life, BMW used their four stroke engine, naturally it was a cut above the other offerings who in the main had two stroke smokers, it also looked the business.
Unfortunately for BMW the bubble didn’t last long, I was tempted to write the bubble burst in a short time, people had more money and wanted proper cars. BMW didn’t actually have a small car other than the 700, and there was very little money left in the pot to develop anything.
However two brothers Harald and Herbert Quandt wealthy industrialists came to the rescue and placed a considerable amount of money into the firm. It did not take the company long to get itself on the right track.
BMW commissioned our old friend Giovani Micholotti who did so much for Triumph, to design a new car, known as the Neue Klasse.
In 1965 Bayerische Moteren Werke unveiled the 1600-2, there was both two and four door versions, so it says, but I have never seen a four door version and to be honest I would not think the body lends itself to having another door, later on a three door was on offer, not a full estate more of a hatchback. it was of course fitted out to the immaculate style of all BMW’s, a company renown for it’s engineering prowess, though in truth it was meant to be a down market BMW to encourage the masses to become addicted to the marque.
BMW didn’t quite get it right, because the 1600-2 was such a potent vehicle it actually went in the opposite direction in one sense, just look at the variants that eminated from it, for the technically minded the 1600 has a four cylinder Overhead Cam of 1573cc, with a claimed 96 brake horse power, which pushed the car along at the magic 100 miles per hour, I guess petrol consumption of around 29 to the gallon was respectable, the crankshaft has five bearings and inclined valves
Suspension was Macpherson struts at the front end and coil springs with semi trailing arms at the rear, brakes were front discs and drums at the back. This combination almost guaranteed safe handling and superb cornering.
There was various options available, the 1600 needed something and as a result of the chief engineer, Alex von Faulkenhausen putting a two litre engine into his own 1600 the mold was set, however Falkenhausen then discovered that one of the directors of BMW Helmut Werner Bonsch had done exactly the same thing, they of course pushed for a 2 litre version, in addition the Americans wanted one as the 1600 had failed the emission/safety tests, so we had a 2002 and a 2002ti and then a 2002tii.
At this point there is a word of warning, apparently there is a vast difference in the current price of a 2002 and a 2002tii, naturally some of the scumbags of this world have done the inevitable and stuck 2002tii engines into the bog standard car and the unsuspecting have forked out a lot more cash than they should have done, according to the people who know there is not a lot of difference visually, however the tii has larger wheels and larger front discs, there are a few other modifications but essentially it is up to you to make sure you are not ripped off.
The standard 1600 has 6.00×13 tyres and 6 volt electrics, one would have thought BMW would have moved to 12 volt electrics, which they did by 1969.
By the way sometimes one wonders about initials, well Tii stands for Touring international injection and in 1971 a Kugelfischer mechanical fuel injection system was fitted. Naturally with all this power people were using the 2002 for saloon car racing and very successfully, so much so BMW developed a pair of 16 valve motors under no lesser person than Ludwig Apfelbeck, the valves were positioned radially and 16 individual ports, this monster developed 260bhp.
A production version of the racing turbo followed in 1973 its KKK Turbo blowing through the Tii’s Kugelfischer injection developing 170 bhp, the turbo didn’t come in until around 4000 rev’s, it has been said due to the turbo lag driving this beauty was challenging, make what you will of that.
I have neglected to give you info on the Tii, a 1900cc 4 cylinder OHC motor, with fuel injection giving a top speed of 120mph and 0-50 in 6.2 secs, you also get a twin circuit braking system, servo assisted, however there is still the disc drum arrangements, Mpg is quoted as 32 and the tyres are radial 165HRx13.
The 2002 with a carb will let you toddle along at 107mph. One of the great problems is variations of speeds, acceleration and petrol consumption, though invariably they are close enough.
Whilst researching the 1600 I came across a review by one of Britain’s well known tester’s, the review was actually a disgrace to the profession, he must have been in the pay of a major manufacturer, as he spent most of the review encouraging people to buy British.
I personally do not think anyone can write a critical review of the 1600/2002 it was and still is one of those iconic cars and a car that spawned a whole family of BMW’s which no doubt will be reviewed in due course.
Thanks regards Ted teday@gmail.com
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A FEW MEMBERS WENT UP TO CHECK THIS SHOW OUT. THEY WERE DELIGHTED WITH WHAT THEY FOUND. MORE PHOTOS IN THE ” GALLERY PAGE SOON”
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I KNOW ITS ONLY JUNE BUT IT MIGHT BE NO HARM TO KEEP IN MIND
” THE INISTIOGE VINTAGE RALLY”
ONE OF THE BEST PLACES TO SPEND YOUR WEEKEND ON THE BANKS OF THE NORE
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This event is not to far and is being held at Gowran Race Course
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I have never actually owned a Renault, however I have driven a few as one of my friends in London was the manager of a Renault Dealership, so quite often we would have a test drive of the latest model to hit the showrooms, but more of that later on.
One of the models I never got round to test was the Five, which was a pity as it had a great deal going for it, lets face it any car that sells more than 5.5million examples cannot be a dud, it says a lot about the manufacturer, if we play the numbers game we have the Renault 4 a colossal 8.1 million the Dauphine 2.1 million, and it goes on and on, we are only looking at the 5 Renaults first super mini.
Before I go on, If you are a fan of the five there is one sitting outside the garage in Grangemockler, it looks like it is either for stripping as the number plate has been removed, if anyone is interested I suggest you don’t hang around, it looks bodily quite good, mechanically no idea.
The Five first appeared in 1972 and sold right up to 1996, though some say it was 1997,the original five was called the first generation this is the model made between 1972 and 1985, the car was styled by Michael Boue, who sadly died before the car was released so he never saw what a fantastic car he had designed, life can be so cruel.
The Renault 4 mechanicals were used, a normal engine layout driving the front wheels with torsion bar suspension, the various engines used came from the 4, the 8 and the 16 ranging from a lowly 850cc right up to 1400cc, the gearbox is mounted in front of the engine and originally had a dashboard mounted gear lever, there was both 4 and 5 speed manual gearboxes, there was also a three speed auto, the body was a two door hatchback design with a very low drag coefficient of only 0.37. In 1981 a five door version was on offer. The spare wheel is in with the engine, giving much needed space in the boot.
Apart from Renaults factory in Billancourt, the 5 was built in Spain at Valladolid, Mariara Venezuela, Tehran Iran, Sahagun Mexico and Nova Mesto Slovenia,
Two versions were launched in 1972 an L and a TL model, the TL being the better equipped of the two, both models had folding rear seats, grey plastic bumpers and wind up front windows, three ashtrays, one in the front and two in the back, the TL even had reclining front seats.
The next year the gear lever moved from the dashboard to a more normal place between the front seats, a heated rear window for the TL version.
In 1974 Renault went over the top, bringing out an LS5, it had an illuminated ashtray with cigar lighter, rev counter, two speed ventilation system no doubt needed with so many ashtrays and the fragrance of Gauloise cigarettes, electric screen washers, a carpeted rear parcel shelf and front floor carpets, Iodine headlights and new style wheels.
1975 saw the LS renamed the TS, which was identical to the LS though true to form Renault put in new front seats with head restraints, a rear wiper, a clock and illuminated heater controls and reversing lights, and the bumpers went from grey to black.
1976 came the GTL R5 with a 1289cc engine which gave a top speed of 94 mph. An even hotter version arrived of the 5 the Alpine with a 1397cc motor this was the business it had hemispherical combustion chambers, high compression ratio and a special 5 speed gearbox, one presumes that there was an equally impressive upgrade of the brakes and suspension.
Finally in 1982 came the ultimate the Alpine Turbo, which had a Garrett Turbo, new alloy wheels stiffer suspension and discs on all four wheels.
The speed of the various engines depended on the version but went from 75mph for the 845cc up to 115mph for the turbo, petrol consumption was never an issue as the 5 was recognized as being frugal in that department so many achieved 50 mpg, and even today’s cars are not really achieving a great deal more, when you think of the advanced technology being used, isn’t there an old saying “they don’t makem like that anymore”.
Naturally there was a sporting side to the 5, it competed in the Monte Carlo in 1977, there was also a rally version in 1978 for Group 4 racing, well it was called the Renault 5 Turbo but was in truth anything but, it was mid engined for a start, the engine being put behind the driver, the drive was rear wheel, it looked like a 5 however it is stated that only the door panels were the same as the normal version, do you know it seems car doors have a life of there own, remember the Austin Land Crab doors they went in so many other cars.
The second generation 5 came out in 1985, it again was not the same as the original version the body shell and platform were completely new they were based on the 9 and the 11, the styling was by Marcello Gandini. The engine was now transversely mounted and Macpherson strut suspension used, the economy version achieved 57.4 miles per gallon at 55 miles an hour, it would not really be a true classic as yet so apart from saying au revoir mon ami and merci, you didn’t know there was more talent to me.
Can’t resist telling you this, living in London driving can be quite boring due to the amount of traffic, however you could have fun boxing in some of the more aggressive drivers, on one such occasion I was doing a right turn and in my correct lane when I spotted a Renault 5 trying to turn right from the wrong lane, oh no you don’t so having my 3 litre Volvo I knew he would have a problem, he did I managed to keep the five boxed in for at least a mile or so, the speed we achieved, lets say if they were giving out points we would have used up our quota, well eventually my nerve went and away sped the 5, little did I know up to that point who was driving the 5, it had the registration of SM7, no lesser man than Sir Stirling Moss himself, I really should have said sorry, perhaps he will read our Club page, hope so.
TED LAY tedlay@gmail.com
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A SUCCESSFUL WEEKEND TRIP BY OUR MEMBERS TO THIS LARGE SHOW.
There are a lot more photos in the “GALLERY PAGE”
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On foot of the great success of Wexford Motor Clubs’ Sport and Classic Charity Run, on 11th April last, which had a phenomenal turnout of over 170 Classic and Sports cars and raised €4,280 for Wexford General Hospital, it has been decided to form an affiliated club catering for Vintage, Classic and modern Sports Cars.
This new club, Wexford Sports And Classic Car Club, will be for members all over the South East region. The club aims to be different from any existing club in the region in a number of ways. It will cater for not only Vintage and Classic Cars but also for Modern Sports Cars. The club intends to promote getting more use out of your Classic or Sportscar, with an emphasis on driving and getting more fun out of your car. There are huge benefits for the club being affiliated with Wexford Motor Club, which has a wealth of experience in organizing motorsport events.
Wexford Sports and Classic Car Club intends to organize many fun and exciting events in the future, many of which will be used to raise money for charity. The club intends to organize another run, in the style of the very successful one run in April, before the end of the summer. Also on the cards are the possibilities of two day or weekend events, some Classic Car motorsport events. Being a member of a club such as this opens the door for members to a wealth of technical knowledge from other club members. It also gives members the chance to get to know more about their cars from like-minded fellow members.
The Wexford Sports And Classic Car Club will be officially launched on 13th June at 2.00pm in the beautiful setting of Johnstown Castle, Co. Wexford, just off the main N25 Wexford to Waterford road. There will be a fabulous display of Classic and Modern Sportscars for everyone to see. The day will also include the handing over of the cheque from the April Charity Run to Wexford General Hospital. Enrolment for the club will take place on the day and the annual membership for the club is only €10. Anyone who wishes to take their Classic or Sportscar along will be made to feel very welcome with refreshments provided and club members to chat to.
So go ahead, take your car out and join us for a fun day on 13th June at Johnstown Castle.
For further details please contact the club secretary at wexfordsportsandclassiccarclub@hotmail.com or on 087 9622820
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A FEW PHOTOS AT THE RECENT “IRISH WHEELCHAIR ASSOCIATION ” 50th ANNIVERSARY
WELL HELLO GIRLS
TOP OF THE WORLD
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